Railway-car.



B. W. KADEL.

RAILWAY CAR.

APPLICATION FILED AUG-28, 1915.

1207,176. I Patented Dec. 5, 1916.

3 SHEETSSHEET 1.

Wttnsses.

Inventor.

Patented Dec. 5, 1916.

W SHEETS-SHEET 2.

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wwmb i Inventor B. W. KADEL.

RAILWAY CAR.

APPLIQATION FILED AUG.28, 1915. I

Patented Dec. 5, 1916.

3 SHEETSSHEET 3- BYERS W. KADEL, OF ROANOKE, VIRGINIA.

RAILWAY-CAR.

Specification of Letters Patent.

Patented Dec. 5, 1916.

Application filed August 28, 1915. Serial No. 47,785.

To all whom it may concern:

B it known that I, BYERS 1V. KADEL, a citizen of the United States, residing at B0- anoke, in the county of Roanoke and State of Virginia, have invented certain new and useful Improvements in Railway-Cars, of which the following is a specification.

This invention pertains to railway car construction and particularly to cars intended for freight service.

Among the objects thereof are to provide a car with improved center-sill construction and draft means and to provide in connection with cars of plate girder side construction means for bracing and holding such sides in alinement and means for transferring vertical loads from the center sill to the sides and then from the sides to the center bearing plates.

Other objects are to provide a car suitably braced and with improved load transferring means. Also to provide a car suitable for dumping machine service and having a maximum of truck space and to provide improvements generally in car construction.

\Vith such special and other objects in view the invention consists in the formation, combination and arrangement of parts as will be herein set forth.

In the attached drawings, Figure 1 is a plan view of a portion of a car body em bodying the features of my invention. Fig. 2 is a part vertical longitudinal section taken on the line A B, Fig. 1, and Fig. 3 is a simi lar transverse sect-ion taken on the line C D, Fig. 1. Fig. 1 is a transverse vertical section taken on the line E F G H, Fig. 1. Fig. 5 is a broken horizontal section taken on the line J K, Fig. 2.

Referring now to these drawings it will be seen that the car body is provided with a center sill 1 which is intended to act as a strut in butting and as a tension member in pulling, thus relieving the rest of the car from these forces. The center sill 1 is preferably disposed centrally and longitudinally ofthe car, and is provided with substan tially horizontal upper and lower flanges.

The vertical load of the car and contents is carried on the sides 2 and 3 whichv act as and are constructed as plate girders, the top flanges 12 in compression, the girder flanges 4 being mainly compression members and the bottom flanges 5 tension members. In order that the center sill 1 may not be called on to carry an undue part of this vertical load there are provided one or more transverse plate girders or diaphragms 6 which serve to sup-port the center sill, they acting as beams supported by the side girders and loaded along their lengths. The top flanges 7 of these diaphragms act in compression and the bottom flanges 8 act in tension and by making these girders of the proper strength and stiffness the center sills are held from deflecting vertically from the load or from butting and when properly. anchored as shown,.the same diaphragms hold the center sill in line laterally as a strut.

The entire load of the car body is supported on the trucks by means of the centerbea-ring plates 9 which rest on similar cooperating bearings on the truck. The center plates 9 are secured to the under side of the center sill 1, and in order to transfer the vertical loads from the side girders in to these center plates the plate girders or body bolsters 10 are provided, the top flanges 11 thereof acting in tension and the bottom thus constituting a double cantaliver loaded at the ends and supported at the center. The center bearing plates are affixed to the bottom flanges of the center sill immediately beneath the body bolsters.

It has heretofore been customary to construct these body bolsters either wholly or partly as outward extensions from and in line vertically with the center sills. The usual construction has been to provide fillers or blocks between the center sill members, the same being ordinarily made up of two channels. Thus the center sill is caused to act as acompression memberor heel for the bottom flanges of the body bolsters, which are customarily made in two oppositely extending parts with a compression plate riveted along and connecting the lower flanges of these parts of the body bolster and 1: ssing under the center sill. The body bolsters thus extend down below the floor of the car similar to the construction of my present diaphragms 6. By this construction the available space for truck construction is greatly limited and for "six-wheel trucks where Wheels occur in line with the center plate it has been necessary to use a pair of such body bolsters at each end of the car and these have been in spaced relationship with each other, whereby is formed an interval between them that accommodates the top of the middle truck wheels.

In my bolster construction I use a single body bolster or plate girder which may be of considerably greater depth than usual and this is locatedentirely above the floor of the car and passes continuously from side to side without the cutting of any of the members, the bolster passing over and resting on the top of the center sill without being heeled against it and without the usual riveted joints. In order to brace the center sill laterally I provide brackets or braces 13 that serve to aline the sill as a strut and serve further to brace the extreme edges of the flanges thereof when the car rocks laterally on the center plate. 'To further this end the brackets 13 are provided with stiffening ribs 28which stay the brackets when the tilting throws the load on the extreme edge of the center plate, and further, the bolster or plate girder stifl'eners 29 are also located to receive this same load. This flanged body bolster 10 thus extends from car side to car side within the cavity of the car body. The bottom flanges of the bolster, the car floor, and the top flanges of the center sill are fixed or secured together where the line of the center sill crosses the line of the bolster and the edges of the floor plates are secured to and supported upon the top flanges of the center sill along the center of the car and are also secured to and carried by the bottom flanges of the bolster. The floor plate may be interposed between these respective flanges. Thus in such construction, wlhen loads are applied to the ends of the bolster, they are transmitted to the center bearing plate directly through the floor plates and center sill. The bolster 10 also extending above the floor at its ends serves to lessen the unsupported depth of the sides at these points. Thus I have. provided a bolster construction of greater depth and with through, uninterrupted flanges. The space for the truck is unhindered and a single body bolster is available for use with sixwheel truck cars whereby is saved much difficult and expensive construction.

The side girders of such a car as shown must often serve as retaining walls against the give of yieldable lading such as coal,

sand, etc. To provide the necewary strength for such loads the sides are customarily supplied with outside side stakes to resist this bending and also with crow ties to reduce it. In my car structure I supply side plates or gussets 15 and 16 inwardly to the car floor, the stakes and gussets occurring immediately over the stifl diaphragms 6 or suitable floor beams 31. The gussets 15 and 16 are made of simple plates of steel with a narrow exposed edge, this edge being less liable of deformation when struck by falling lumps of coal. They also ofi'er less resistance to the sliding of the coal when the car is used in an upside-down dum ing machine. At suitable intervals, pre erably at the diaphragms,th'e gussets 15 extend up to or near the top flanges 4 of the side girders and serve to hold these flanges in alinement as struts and serve also to support the sides against inward bending in the dumping machine. enough to reduce the active length of the side stakes to an amount that will not be excessive. I

The diaphragms 6 are made with the top and bottom flanges of continuous angles extending across the car from side to side, the top flange angle 7 passing over the center sill and having the leg turned up into the car and the bottom flange angle 8 passing plate 17, and these bars are'so formed thatthe flange formed thereby is of its greatest width immediately over the center sill and the flange tapers gradually from the center of the car in each direction toward the sides of the car where the loads carried by the bolster diminish. This top flan e therefore offers little resistance to the' umping of 'coal and will likewise not be injured by the falling material on loading the car.

The side bearings 18, which are on line with and spaced laterally from the center bearing plate, come now directly under the body bolster and floor when used for sixwheel trucks, instead of being carried on bridges between the double body bolsters, and the body bolsters are provided with stifl'eners 30 immediately over these side bearings to receive and diffuse the blow.

It will be seen that the entire car is so constructed that falling coal will not injure the parts and that will readily clean in the dumping machine Also it will not be inured in the dumping machine or by rak- The gussets 16 extend only highing because of the side stakes being on the" inside and the top chords of the side girders being well braced inwardly.

The floor 19 of the car is secured to the topof the center sill and to one leg of the bottom flange angle of the side girders and may be made up of suitable steel plates. Thesides extend only to the. floor line and not below it as in customary practice, the bottom chord angles serving the double purpose of tension members and floor framing angles. By this means considerable material is saved and the sides of the carare higher, making the underfloor construction and brake parts more easily inspected.

It has hereinbefore been explained that the center sill 1 is intended for draft forces only. And this invention embraces new and improved means for delivering such forces to the same. The center sill is made of less length than the full length of the car body, it extending at each end to slightly beyond the body bolsters. From this point a pair of draft sills 20 extend at each end to the end of the car and these overlap and are securely riveted at 21 to the ends of the center sill. The interval between the draft sills provides a draft-gear pocket in which are disposed in the customary manner the coupler 22 and draft gear 23', the coupler having operative ulhng engagement with the draft gear am the draft sills by means of any ap roved draft attachments, a yoke 24 being siown in the drawings. In this arrangement the front follower 25 is inserted between the rear end of the coupler and the front end of the'draft gear' and this follower is held from movement in pulling by the stops 26 on the draft sills, the yoke 24 being attached to the coupler and encircling the draft gear so as to compress it against the follower 25 in ulling. The forces, in pulling are carried y the draft sills to the center sill through the riveted construction shown at 21.

In buillng the rear end of the coupler slides in the yoke 24 and compresses the draft gear directly against the end of the center sill, the end cap 27 being- )rovided to give a balling face and to dlfltl'lbtltdhhfl loads over all of the end metal of the center sill, the same bailing cap serving to join the draft arms to the center sill. The draft sills thus are not called on to take any of the bulllng loads which are usually so dostructive to the draft-sill construction. The follower 32 and the rear end of the yoke Q-l become in builing merely inert compression blocks. The single center sill shown is preferably of I or H-section and when so rouped with the draft arms and the draft mechanism it forms a strut in bailing in direct line with the forces and the blows are taken by impact directly against the end metal and not by rivets or other fastenings. Thus there is a direct transmission of the bailing forces through the car without any load whatever being put on the draft sills. It is desirable that the single center sill extend past the body bolsters and center-bearing plates for the reason that otherwise the spaced draft sills would necessitate the use of a filler or block between them to resist the forces set up when the car rocks about the center plate. Also the metal of the single I- section center sill is disposed so as to be more readily-abutted by the draft gear in buffing than if two channels or other box section were used.

I have thus set forth an embodiment of my invention and having so described various of the features thereof, I claim:

1. In a car structure, a car body having a flat bottom and vertical walls, a centrally-disposed longitudinal center sill below the floor of the car body, a single transverse girder near each end of the car and above the car floor and adapted to transfer loads from the car sides to the said center sill, the said girders extending continuously across the car from side to side thereof and resting at the center on the said center sill, center-bearing plates attached to the under side of the said center sill immediately beneath the said transverse girders, and lateral brackets attached to said center sills and said girders adapted to form braces laterally of the car for the said center sill at the points of attachment of the said center-bearing plates.

2. In a car structure, a car body having a flat bottom and vertical walls, a single, centrally-disposed longitudinal center sill below the floor of the car body, a single transverse girder near each end of the car and above the car floor and adapted to transfer loads from the car sides to the said center sill, the said girders extending continuously across the car from side to side thereof and connected at the center to the said center sill and car floor, center-bearing plates attached to the under side of the said center sill imanediately beneath the said transverse girders, and lateral brackets attached to said center sills and said girders adapted to form braces laterally of the car for the said center sill at the points of attachment of the said center-bearing plates.

3. A car body having a floor, a. centrally disposed longitudinal center sill beneath the same adapted to receive draft forces, car sides, a body bolster extending from car side to car side over the said center sill and car floor and within the cavity of the car body, a center bearing plate, the same being disposed on the under face of the said center sill and immediately beneath the said body bolster, the said bolster. the floor and ill) ' the bottom flanges of the body bolster,

the center sill being fixedly connected together at the top of the said sill and the center bearing plate and center sill being fixedly connected together at the bottom thereof.

4. A car body having a floor, a centrally dis )osed, longitudinal center sill beneath the said floor adapted to receive the draft forces, the said sill having top and bottom horizontal flanges, car sides, a body bolster extending from car side to car side over the said center sill and car floor and within the cavity of the car body, the said floor being secured to the upper flanges of the center sill, and the body bolster, floor and u per flanges of the center sill being secure together at the point where the bolster and center sill cross, a, center bearing plate, the same being disposed on the under face of the said center sill immediately beneath the hodv bolster and being secured to the bottom flanges of the center sill.

5, A car body having a floor and sides, a centrally disposed, longitudinal center sill beneath the said floor and adapted to re-. ceive the draft forces, the said sill having horizontal to and bottom flanges, a body bolster exten ing from car side to car side over the said center sill and car floor and within the cavity of the car body and having a vertical web and top and bottom flanges, the said floor being secured to the upper flanges of the said center sill and to the bottom flanges of the said body bolstglr, t e floor and the top flanges of the center sill being secured together where the bolster crosses the said center sill.

6. A car body having a floor and sides, a centrally disposed, longitudinal center sill beneath the said floor, the said sill having horizontal top and bottom flanges and being ada ted to receive the draft forces, a body bo ster extending from car side to car side over the said center sill and car floor and within the cavity of the car body and having a vertical web and top and bottom flanges, a center bearin plate, the same being dis osed on the un or face of the said center sil immediately beneath the body bolster and being secured to the bottom flanges of the center sill, the said body holster passing entirely and uninterruptedly over the said center sill, the car floor being interposed between the bottom flanges of the bolster and the top flanges of the center sill and secured to and supported by these flanges, the body bolster hearing at its center upon the car floor, this in turn upon the center sill and the same in turn upon the center bearing plate, the said parts being fixedly connected in such manner as to retain the relationship aforesaid.

7. A car body having a floor and sides,-a centrally disposed, longitudinal center sill beneath the said floor adapted to receive the draft forces, a body bolster extending from car side to car side over the said center sill and car floor and within the cavity of the car body, the same comprising a plate girder with a vertical web and upper and lower flanges, the said bolster bearing upon and being supported by the said center sill at its center and being secured to and supporting the car sides at its ends, the said bolster extending from the car floor upward in such manner as to lessen the unsupported depth of the car sides at the bolster ends.

8. A car body having a floor and sides, a centrally disposed, longitudinal center sill beneath the said floor adapted to receive the draft forces, a body bolster extending from car side to car side over the said center sill and car floor and within the cavity of the car body, the same comprising a plate girder with a vertical web and upper and lower flanges. the upper flanges thereof being tapered from a greater width at the center to a less width at their ends.

9. A car body having a floor, a centrally disposed, longitudinal center sill beneath the same adapted to receive the draft forces, car sides, a ody bolster extending from car side to car side over the said center sill and car floor and within the cavity of the car body, a center bearing plate, the same being disposed on the under face of the said center sill and affixed thereto immediately beneath the said body bolster, side bearings secured to the under face of the car body immediately beneath the said body bolster and car floor and on line with and spaced laterally from the said center bearing plate.

10. In a car structure, having a flat bottom and vertical side walls, of a transversely extending bolster member located above the car bottom or floor and rigidly connected at its ends to the car sides, a longitudinally disposed center sill located beneath the car floor said sill being provided with upper and ower flanges, the bolster, car floor and upper flanges of the said sill being rigidly an directly united and a center bearing located directly beneath the bolster and rigidly connected to the lower flanges of the said sill.

11. In a car structure, a longitudinally disposed center sill, a body bolster arranged above the plane of said sill and extending upwardly within the cavity of the car body, said car body being provided with a flat floor and vertical side walls and the said bolster extending above the plane of the said floor, said bolster bein firmly united at its ends to the car side wa s, and a center bearing plate located in substantially the horizontal plane of the lower face of the said sill and beneath said bolster.

' 12. In a car body, car sides and a car floor, a center sill extending longitudinally of the car and beneath the car floor,a body bolster extendin transversely of the car over the center sill from car side to car side and being. secured thereto and serving to prevent the spreading of the same, said' bolster being disposed within the cavity of the car body and extending above the car floor, the said bolster, the floor and the center sill being secured together, and there being a center bearing plate secured to the 10 lower flange of the center sill immediately beneath the said bolster.

In testimony whereof I aifix my signature in presence of two witnesses.

' B. W. KADEL.

Witnesses:

- I. N. Mosnmnr,

A. K. SIMMoNs. 

